High reliability hybrid energy storage system

ABSTRACT

Combination fuel cell stack and electrochemical battery system provides stable and redundant electrical power to one or more traction motors. The electrochemical battery packs comprise modules that are switched between a low-voltage parallel configuration connecting to the fuel cell stack and a high-voltage series configuration connecting to the traction motors, thereby harvesting low-voltage energy from the fuel cells and deploying that energy as high-voltage power to the motor. The plurality of electrochemical battery packs can be switched such that at least one is always connected to the traction motor for continuity of power.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.16/336,466 filed Mar. 25, 2019 entitled “HIGH RELIABILITY HYBRID ENERGYSTORAGE SYSTEM”. Application Ser. No. 16/336,466 is a U.S. nationalstage entry under 35 U.S.C. § 371 of International Application No.PCT/US2017/53534 filed Sep. 26, 2017 entitled “HIGH RELIABILITY HYBRIDENERGY STORAGE SYSTEM”, which claims priority to, and the benefit of,U.S. Provisional Application Ser. No. 62/399,746 filed on Sep. 26, 2016,the disclosures of which, are incorporated herein by reference to theextent such disclosures do not conflict with the present disclosure.

TECHNICAL FIELD OF THE INVENTION

The present invention relates generally to energy storage systems forelectric vehicles, such as aircraft, and more specifically, for energystorage systems utilizing fuel cell stacks combined with batteries toprovide appropriate voltage to electric motors of electric vehicles.

BACKGROUND OF THE INVENTION

A secondary battery is a device consisting of one or moreelectrochemical or electrostatic cells, hereafter referred tocollectively as “cells,” that can be charged electrically to provide astatic potential for power or released electrical charge when needed.Electrochemical cells typically comprise at least one positive electrodeand at least one negative electrode. One common form of such cells aresecondary cells packaged in a cylindrical metal can or in a prismaticcase. Examples of chemistry used in such secondary cells are lithiumcobalt oxide, lithium manganese, lithium iron phosphate, nickel cadmium,nickel zinc, and nickel metal hydride. Such cells are mass produced,driven by an ever-increasing consumer market that demands low-costrechargeable energy for portable electronics.

Fuel cells are another source of electrical power. Proton exchangemembrane fuel cells, also known as polymer electrolyte membrane (PEM)fuel cells, are one type of fuel cell used to power traction motors inorder to propel electric vehicles. PEM fuel cells convert chemicalpotential energy in the form of hydrogen and oxygen directly intoelectrical energy and are thus inherently more efficient than combustionengines, which must first convert chemical potential energy into heat,and then mechanical work. Direct emissions from a fuel cell system arewater and heat. Fuel cells have no moving parts and are thus morereliable than traditional engines.

Secondary batteries and fuel cells are often used to drive tractionmotors to propel electric vehicles, including electric bikes,motorcycles, cars, busses, trucks, trains, airplanes and so forth. Suchtraction batteries and fuel cell systems are usually large, comprised oftens to hundreds or more individual cells. In order to attain thedesired operating voltage level, electrochemical cells are electricallyconnected in series to form a battery of cells, typically referred to asa battery. Use of larger cells or cells in parallel can increase thepower and energy level of a battery. Similarly, fuel cells areelectrically connected in series to form what is typically referred toas a fuel cell stack. Larger fuel cells can increase the power level ofthe stack. Energy is increased simply by supplying more fuel.

A critical metric for an energy storage system in traction applicationsis energy density. Energy density is a measure of a system's totalavailable energy with respect to its mass, often measured in Watt-hoursper kilogram (Wh/kg). Power density is a measure of the system's powerdelivery with respect to the cell's mass, usually measured in Watts perkilogram (W/kg). Batteries and fuel cells differ in their respectiveenergy densities and power densities. In traction applications, energydensity is desirable as it is directly proportional to the endurance ortravel range of the system. Power is directly proportional toacceleration, and take-off and/or launch performance. Both are necessaryfor overall system performance.

Fuel cells are typically high in energy density and low in power densitywhen compared to batteries. For example, an exemplary fuel cell systemfor transportation applications can produce around 450 W/kg of power anddeliver around 600 Wh/kg of energy from one charge of hydrogen in apractical transportation application. In contrast, currentlycommercially available energy cells are capable of these power levelsachieve only around 260 Wh/kg, less than half that of comparable fuelcells. Other commercially available energy cells focus on power density,rather than energy density. For example, a commercially availableprismatic lithium titanate (LTO) cell can produce more than 5,000 W/kg,around 11 times more power per mass than the exemplary fuel cell. TheLTO cell does this at the expense of energy density, being capable ofonly 100 Wh/kg of energy from a single charge, which is about one sixththe energy density of the exemplary fuel cell. Thus the LTO cell and theexemplary power cell have vastly differing power and energycharacteristics.

Another difference between batteries (i.e., energy cells) and fuel cellsis their respective recharging methods. Energy expended by a battery isreplaced by direct electrical recharging, which is a relatively timeconsuming process, often requiring one or more hours to complete. TheLTO cell previously described is different than most batteries in thatit is capable of recharging in less than 10 minutes. However, this rateof recharge requires a large battery charger and draws a great deal ofshort-term power from the grid. Such short-term power demands often comeat a higher price, since the cost of electricity is impacted by the rateof draw. In widespread application, this can cause stability problemswith the grid, something that the utility providers deem highlyundesirable. Adding batteries to the charging system can stabilize theload, but comes at great cost since these batteries must have as muchcapacity as required to meet the constant recharge demands for theapplication. In most cases this is substantial. Further, such a batterywill have to be replaced over time as it ages and loses capacity due tocycle degradation.

By contrast, fuel cells are refueled by the insertion of hydrogen gas.This process can be completed in just a couple of minutes from a tankand does not impact the electrical grid as does the recharging process.This is advantageous for transportation applications wherein operatorsexpect short refueling times, similar to those of conventional gasrefueling processes. The refueling station can also generate hydrogengas locally from water and electricity via electrolysis and store thegenerated hydrogen in large tanks. This allows the load on the grid tobe constant and the storage is cost-effective since the tanks can scalein size with minimal additional cost. Further, the tanks do not sufferfrom rapid cycle wear like storage batteries in a charging system.

Yet another difference between batteries and fuel cells is theirrespective abilities to deliver power on demand. If chargedsufficiently, batteries can immediately deliver power to a load. Incontrast, fuel cells require a warming period of time, and thereforevery little operating power is immediately available. This isproblematic in most traction applications, especially vehicles used fortransportation. Operators expect immediate power on startup of avehicle, as is the case with gas-powered vehicles, including cars andaircraft, that have power immediately available after ignition.

For electric traction systems, higher voltages are desirable becausehigher voltages typically provide greater efficiency in the electricalmotor systems. There is also overall lower system mass since the currentcarrying conductors can be of smaller gauge. Electric and hybridelectric developers prefer to operate around 300V to 400V, developers ofcommercial vehicles like trucks, busses, and hybrid airplanes prefer tooperate at 600V to 800V. A single fuel cell delivers typically a voltagebetween 0.5 and 1V, in contrast to lithium ion cells, which operatebetween 2.3V and 4V. Therefore, it takes approximately 300 to 800 fuelcells in series to power a consumer vehicle, and approximately 600 to1,800 in series to power a commercial vehicle. In contrast,approximately 75 to 173 lithium-ion cells are needed to power the sameconsumer vehicle, or 150 to 347 lithium-ion cells to power the samecommercial vehicle.

The relatively large number of fuel cells that must be assembled into astack also impacts the overall system performance and cost. Moreoverhead is required to manage the very large number of fuel cells inthe stack. This is also complicated by the need for isolation managementas the voltage potential increases in order to maintain safety,complicated further by the continuous presence of water as the exhaustcomponent of the system that must be safely removed during operation. Assuch, the majority of fuel cell systems produced are relatively lowvoltage, too low for typical industry standard traction systems. Forthese reasons, fuel cell systems in the 60 to 120V range are morecost-effective than high-voltage systems.

One approach for adapting low-voltage fuel cell systems to high-voltagetraction applications is to utilize a DC-DC converter in order to allowa low-voltage fuel cell stack to drive a high-voltage load. DC-DCconverters add losses, additional mass, and cost to the system. TheDC-DC converter does not add any benefit to the system other than theconversion of voltage. It adds parasitic weight, space, and cost, and isespecially impactful in aviation applications that are extremely weightsensitive. In some cases, the converter is integrated to some extentwith the motor and motor control system. Such solutions require that thecomplete system be designed and optimized to work in this manner.

Currently available converters have a mass power ratio of around 1 kgfor every 4 kW of power conversion. This does not take into accountredundancy. In high-reliability applications where single points offailure within a system are not permitted, the DC-DC converter has tohave a backup in case of failure. Therefore, a 200 kW converter withredundancy would have a mass of around 100 kg, which is significant,especially for weight sensitive traction applications. Such a solutionwould also require a substantial amount of volume and a cooling systemfor the converter, adding more mass to the system.

The DC-DC converters do not contribute anything to alleviating thesingle point of failure in the system since they are not themselvesenergy sources, only energy converters with parasitic loads as theirprice to operate. So two fuel cell systems, or an alternative energysource, must be supplied in order to provide redundant power in case offailure of a fuel cell system. As the fuel cell stack is often the mostexpensive component in the system, acquiring two would be a verysubstantial cost impact to the application. There is also an increase inoverall volume to accommodate the additional hardware.

It is the intent of the present invention to provide a solution thatblends high power and instant power of battery systems with the energyand fast refuel times of a cost-effective, low-voltage fuel cell stackthrough a novel topology. The battery system operates at high voltagematched to the load demands, and the fuel cell stack operates at lowvoltage, which improves safety and reduces mass and cost.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are hereby incorporated into andconstitute a part of this specification, illustrate embodiments of thepresent disclosure and, together with the description, serve to explainthe principles of the invention. In the drawings, wherein like referencenumerals represent like parts:

FIG. 1 illustrates an electric vehicle in accordance with embodiments ofthe present disclosure;

FIG. 2 illustrates an energy storage system in accordance withembodiments of the present disclosure;

FIG. 3 illustrates a configuration of an energy storage system inaccordance with embodiments of the present disclosure;

FIG. 4 illustrates another configuration of an energy storage system inaccordance with embodiments of the present disclosure;

FIG. 5 illustrates yet another configuration of an energy storage systemin accordance with embodiments of the present disclosure; and

FIG. 6 illustrates a method of operating an energy storage system inaccordance with embodiments of the present disclosure.

DETAILED DESCRIPTION

The present description provides novel systems and methods of usingcost-effective, low-voltage fuel cell systems in weight sensitive, highreliability, high efficiency, high voltage traction applications byutilizing a switch mode battery system. The approach increasesreliability, adds redundancy, and minimizes parasitic components such asDC-DC converters that add weight, reduce reliability, and increasesystem losses.

With initial reference to FIG. 1, an aircraft 10 comprises an energystorage and power delivery system 100. In various embodiments, aircraft10 comprises an unmanned aerial vehicle caused to be moved by one ormore traction motors. In other embodiments, aircraft 10 can be apassenger or cargo aircraft or a helicopter powered by one or moretraction motors. Moreover, aircraft 10 may comprise any suitable vehiclethat is caused to move, in whole or in part, by an asynchronous motor orA/C motor. Although described herein in connection with aircraft, thisdisclosure may be applicable to other vehicles with high reliabilityrequirements as well as size, weight and power/energy densityrequirements.

In various embodiments, the redundancy of system 100 is particularlyuseful for aircraft applications. For example, in the event of failureof an energy storage and power delivery system in a land-based vehicle(such as an electric car), the electric motor or motors powering thevehicle will stop operating, and the vehicle will slowly decelerate andeventually stop. However, in electrically-powered aircraft, failure ofthe energy storage and power delivery system can be catastrophic, as thediscontinued operation of the electric motor or motors providing powerto the aircraft can cause rapid deceleration, and potentially, unplannedlanding and possible crashing of the aircraft. Therefore, redundancy isparticularly important to electrically-powered aircraft.

The energy storage and power delivery system 100 may comprise an energysource (e.g., fuel cell stack 104), a reconfigurable energy storagemodule 105, a DC/AC inverter 107, and the AC motor 102. The energysource and reconfigurable energy storage module provide sufficientelectrical energy and power to a traction motor 102. In variousembodiments, fuel cell stack 104 can comprise a relatively low voltagefuel cell stack, operating in the range of approximately 60V toapproximately 120V. However, in other example embodiments, fuel cellstack 104 may operate at any suitable voltage level. Moreover, theenergy source may comprise any suitable source of power that is suitableto charge the reconfigurable energy storage module 105 (described ingreater detail herein). For example, the energy source may comprise asolid oxide fuel cell, compressed natural fuel cell, or a gas generator.For example, in an example embodiment the energy source can comprise agenerator to charge the reconfigurable energy storage module 105. Agenerator in accordance with the present invention is any device capableof providing electrical energy to the reconfigurable energy storagemodule 105.

Traction motor 102 can comprise, for example, an electric motorconfigured to provide mechanical power to move a vehicle, such asaircraft 10 of FIG. 1. In various embodiments, traction motor 102operates at a relatively high voltage, such as a voltage ofapproximately 300V to approximately 800V. For example, operating at arelatively high voltage range may improve the operating efficiency oftraction motor 102, which in turn may reduce the overall mass and costof system 100. However, in other example embodiments, traction motor 102may operate at any suitable voltage range.

The DC/AC inverter 107, also known as a power inverter, may comprise anysuitable electronic device or circuitry that changes direct current (DC)to alternating current (AC) for powering traction motor 102. Forsimplicity herein, the DC/AC inverter 107 is discussed herein as formingpart of traction motor 102, though it can be a separate component, andin any event is located electrically connected between reconfigurableenergy storage module 105 and traction motor 102.

With reference now to FIG. 2, reconfigurable energy storage module 105can further comprise, for example, a first battery circuit 106 a and asecond battery circuit 106 b. In various embodiments, battery circuits106 a and 106 b are positioned between and in electrical communicationwith fuel cell stack 104 and traction motor 102. In various embodiments,first battery circuit 106 a comprises a plurality of batteries 108 a andbattery switches 110 a. Batteries 108 a can be coupled to each otherthrough battery switches 110 a such that batteries 108 a can beconfigured in series, parallel, or a combination of both. Switches 110 aallow system 100 to switch between the various configurations, includingcombinations of one or more battery circuits (e.g., 106 a and/or 106 b),fuel cell stack 104, and traction motor 102 being coupled together.

For example, batteries 108 a of first battery circuit 106 a can beelectrically coupled to one another in series by engaging batteryswitches 110 a such that a positive electrode of each battery 108 a iscoupled to a negative electrode of another battery 108 a. Further,batteries 108 a can be electrically coupled to one another in parallelby engaging battery switches 110 a such that each positive electrode ofeach battery 108 a is coupled to the positive electrodes of one or moreof the other batteries 108 a.

In various embodiments, batteries 108 a comprise a relatively comparablevoltage range to that of fuel cell stack 104. For example, each ofbatteries 108 a can operate at or near the same voltage as fuel cellstack 104. Thus, in an example embodiment, when configured in parallel,the battery circuit 106 a is suitable to be charged by fuel cell stack104.

Second battery circuit 106 b can (similar to first battery circuit 106a) comprise a plurality of batteries 108 b coupled to each other viabattery switches 110 b. In various embodiments, first battery circuit106 a and second battery circuit 106 b comprise the same number ofrespective batteries 108 a and 108 b. In various embodiments, firstbattery circuit 106 a and second battery circuit 106 b comprise adifferent number of respective batteries 108 a and 108 b. Althoughdescribed with specific reference to the drawing figures, any number ofbatteries 108 a and/108 b, including more or fewer than are illustratedin the various drawing figures, are within the scope of the presentdisclosure.

First battery circuit 106 a and second battery circuit 106 b can beelectrically coupled to one or both of fuel cell stack 104 and tractionmotor 102. For example, system 100 can comprise one or more fuel cellswitches 110 c, connected between fuel cell stack 104 and first batterycircuit 106 a, and fuel cell stack 104 and second battery circuit 106 b.In various embodiments, fuel cell stack switches 110 c can be configuredto electrically couple one or both of first battery circuit 106 a andsecond battery circuit 106 b to fuel cell stack 104. System 100 canfurther comprise traction motor switches 110 d. Similar to fuel cellstack switches 110 c, traction motor switches 110 d can be connectedbetween traction motor 102 and first battery circuit 106 a, and tractionmotor 102 and second battery circuit 106 b. In various embodiments,traction motor switches 110 d can be configured to electrically coupleone or both of first battery circuit 106 a and second battery circuit106 b to traction motor 102. First battery circuit 106 a and/or secondbattery circuit 106 b can, for example, be configured to supply apredetermined and/or desired voltage to traction motor 102. In variousembodiments, a predetermined and/or desired voltage applied to tractionmotor 102 can comprise a voltage output capable of being provided by oneor both of first battery circuit 106 a and second battery circuit 106 b.The predetermined and/or desired voltage may be selected, as describedherein, by switching the batteries 108 a and/or 108 b from parallelarrangement to a series arrangement. By providing a predetermined ordesired voltage from first battery circuit 106 a and/or second batterycircuit 106 b to traction motor 102, system 100 eliminates the need fora voltage converter, such as a DC-DC voltage converter. As previouslydescribed, elimination of the DC-DC voltage converter is advantageousfor at least the reasons that it decreases total cost and total weightof system 100, eliminates parasitic loss of power associated with DC-DCconverters, and eliminates a potential failure point in system 100(which eliminates the need for a redundant component).

Emphasizing this last point, the system is configured to exclude a DC/ACinverter. Stated another way, in an example embodiment, the systemdelivers power from a DC energy source at an output voltage level to anAC motor at an input voltage level, different from the output voltagelevel, without DC-DC voltage conversion. Thus, in an example embodiment,the system powers an AC motor using DC sources and voltage conversionbased solely on switching the parallel/series configurations of thebatteries (108 a and/or 108 b).

With initial reference to FIG. 3, system 100 can be configured to chargebatteries 108 a of first battery circuit 106 a (referred to as “ModeA”). For the sake of simplicity, FIGS. 3, 4, and 5 illustrate variousconfigurations of system 100 without illustrating each and every switch110 a, 110 b, 110 c, and 110 d. The configurations of system 100illustrated in FIGS. 3, 4, and 5 are not permanent, and insteadrepresent one configuration of the various components, includingswitches 110 a, 110 b, 110 c, and 110 d. For example, first batterycircuit 106 a is configured (via switches 110 a) such that batteries 108a are parallel with each other, and first battery circuit 106 a iselectrically coupled to fuel cell stack 104. In various embodiments,configuring first battery circuit 106 a in parallel and coupling it tofuel cell stack 104 charges batteries 108 a. For example, each ofbatteries 108 a can be charged at a similar or identical voltage as fuelcell stack 104, providing for efficient operation of fuel cell stack 104and charging of batteries 108 a.

Further, second battery circuit 106 b can be configured (via switches110 b) such that batteries 108 b are in series with each other, andsecond battery circuit 106 b is electrically coupled to traction motor102. For example, configuring second battery circuit 106 b in series andcoupling it to traction motor 102 can discharge electrical energy fromsecond battery circuit 106 b to power traction motor 102. In variousembodiments, batteries 108 b are sized, selected, and/or configured suchthat when in configured in series, second battery circuit 106 b providesa desired and/or predetermined voltage to traction motor 102.

Stated another way, coupling a parallel-configured battery circuit (suchas 106 a and/or 106 b) to fuel cell stack 104 charges the batterycircuit, and coupling a series-charged battery circuit to traction motor102 provides power to traction motor 102.

With initial reference to FIG. 4, system 100 can be configured to chargesecond battery circuit 106 b (referred to as “Mode B”). For example,second battery circuit 106 b is configured (via switches 110 b) suchthat batteries 108 b are electrically connected in parallel with eachother, and second battery circuit 106 b is electrically coupled to fuelcell stack 104. Further, first battery circuit 106 a can be configured(via switches 110 a) such that batteries 108 a are electricallyconnected in series with each other, and first battery circuit 106 a iselectrically coupled to traction motor 102. In such configurations ofsystem 100, batteries 108 b of second battery circuit 106 b are chargedby fuel cell stack 104, while traction motor 102 is powered by dischargefrom the series-configured batteries 108 a of first battery circuit 106a.

In various embodiments, system 100 can transition back and forth betweenMode A and B in order to provide continuous power to traction motor 102.For example, at least one battery circuit (for example, first batterycircuit 106 a and/or second battery circuit 106 b) is connected totraction motor 102 at all times, to provide it with continuous power.Further, at no time is fuel cell stack 104 directly electrically coupledto traction motor 102. Thus, power is continuously delivered by system100 to traction motor 102 by some combination of fuel cell stack 104,first battery circuit 106 a, and second battery circuit 106 b.

With initial reference to FIG. 5, a “Fuel Stack Failure Mode” of system100 is illustrated. In various embodiments, in the event that fuel cellstack 104 experiences a failure or malfunction during operation, fuelcell stack 104 is electrically isolated by decoupling or disconnectingfirst battery circuit 106 a and second battery circuit 106 b from fuelcell stack 104. Such decoupling can, for example, improve the safety ofthe operation of system 100. Further, at least one of first batterycircuit 106 a and second battery circuit 106 b can be electricallycoupled to traction motor 102 (referred to as “Mode AB”). Mode ABprovides multiple levels of redundancy in that there are two separateand/or independent battery circuits (first battery circuit 106 a andsecond battery circuit 106 b) that can supply power to traction motor102 in case of loss of power at fuel cell stack 104. If one of thebattery circuits fails, the other battery circuit continues to providepower to traction motor 102. The size of the battery circuits willdepend upon the application (for example, the voltage requirement oftraction motor 102), and typically, the battery circuits are sized toprovide sufficient power and energy to enable safe disposition of thevehicle as required.

In various embodiments, system 100 can be configured in a “BatteryCircuit Failure Mode.” With reference back to FIG. 2, if first batterycircuit 106 a experiences a failure or fault, it can be electronicallyisolated from fuel cell stack 104, traction motor 102, and secondbattery circuit 106 b. Fuel cell stack switch 110 c and traction motorswitch 110 d can be configured to decouple first battery circuit 106 afrom other components of system 100. Further, second battery circuit 106b can, via fuel cell stack switch 110 c, traction motor switch 110 d,and second battery circuit switches 110 b, be configured in a seriesconfiguration, and electronically coupled to traction motor 102 toprovide power to the motor. Further, the same Battery Circuit FailureMode can, in the event of a failure or fault in second battery circuit,be used to isolate second battery circuit 106 b from the othercomponents of system 100.

System 100 can further operate in, for example, a “Take Off” mode. TakeOff mode may, for example, provide traction motor 102 with an increasedlevel of power, to meet the need for increased thrust and/or lift duringtake-off of an aircraft. In various embodiments, system 100 is utilizedto provide power to an electric vertical take-off and landing (“eVTOL”)aircraft. However, system 100 can be utilized by any suitable aircraft.During Take Off mode, both first battery circuit 106 a and secondbattery circuit 106 b are electrically coupled, in parallel to oneanother, to traction motor 102. The Take Off mode configuration may alsobe used for other situations in which increased power is needed, such aslanding of an aircraft (for example, an eVTOL aircraft). Moreover, evenwith only one battery circuit coupled to traction motor 102, the seriesconfiguration of the battery circuit may provide the power necessary toachieve acceleration, take-off, launch, or landing.

In various embodiments, switches 110 a and/or 110 b can be low speedswitching mechanical or solid state switches. For example, system 100may switch between multiple configurations (such as Mode A, Mode B, ModeAB, Fuel Cell Failure Mode, Battery Circuit Failure Mode, Take Off Mode,or others) relatively infrequently, such as on the order of tens ofseconds, and therefore mechanical switches (such as contactors andrelay) can be used. This low frequency switching between configurationscan, for example, can induce a relatively low amount of stress onswitches 110 a and/or 110 b that comprise mechanical devices, andfurther, may minimize the timing criticality in the switching system.Such low frequency switching switches 110 a and/or 110 b can allow bothfirst battery circuit 106 a and second battery circuit 106 b to becoupled to traction motor 102 for one, two, or more seconds to ensurecontinuous power deliver. In various embodiments, switches 110 a and/or110 b comprises solid state switches which spend most of the time in theON or OFF states, and not in a transitional state in which heat andstress could cause failure of the solid state switches 110 a and/or 110b. By predominantly maintaining an ON or OFF state, solid state switches110 a and/or 110 b operate at their most efficient states and thereforedo not need much cooling and offer very low loss to system 100. This mayprovide a benefit over high speed switching devices used in mostconverter systems (such as traditional DC-DC converters).

Further, switches 110 a-110 d may comprise, for example, a single pole,single throw switch. In such embodiments, the switch couples ordecouples a single component or circuit to another component or circuitwithin system 100. In other embodiments, one or more of switches 110a-110 d can comprise a single pole, double throw switch, capable ofselecting a specific electrical coupling between two possible choices.For example, a single fuel cell stack switch 110 c of the single pole,double throw type can be used to electrically couple one of firstbattery circuit 106 a or second battery circuit 106 b to fuel cell stack104. Any configuration of switches, including switches having multiplepulls and multiple throws, are with the scope of the present disclosure.

In various embodiments, a combination of mechanical and solid stateswitches 110 a, 110 b, 110 c, and/or 110 d may be used. Because solidstate switches do not offer true isolation and can fail in a closedstate, mechanical switches may be used in junctions where a closed statefailure is undesirable. For example, mechanical switches 110 c and/or110 d can be used to electrically couple and decouple first batterycircuit 106 a and/or second battery circuit 106 b to and from fuel cellstack 104 and traction motor 102, with solid state switches 110 a and/or110 b used in the intervening junctions.

Further, low speed switching switches 110 can, for example, improve theefficiency of one or more of the battery circuits of system 100. Mostbatteries (such as batteries 108 a and/or batteries 108 b) do notreadily absorb energy immediately after transitioning from a restingstate. It can take seconds after current is initially applied beforebatteries efficiently begin charging. Therefore, it may be beneficialfor system 100 to utilize relatively slow switching times betweenbattery circuits, such as, for example, tens of seconds. This is verydifferent from a switch mode capacitor system that would require highspeed switching in order to keep the capacitor size reasonable.Batteries can store large amounts of energy with up to 99% efficiency(in the case of lithium-ion batteries), even at relatively high chargingrates.

In various embodiments, system 100 provides increased efficiency overconventional or typical energy delivery systems. Because switches 110can operate in their most effective states most of the time, batteries108 a and/or 108 b are operating in a continuous direction, charge ordischarge, for long periods of time, and fuel cell stack 104 may beshielded from large load variations that might cause it to operate at alower efficiency state by first battery circuit 106 a and/or secondbattery circuit 106 b.

Embodiments of the present disclosure may also provide high redundancyby, for example, providing two or more separate battery circuits (e.g.,106 a and 106 b) to provide power to traction motor 102, and adissimilar technology fuel cell stack 104 as the charging source. Byutilizing dissimilar technologies, system 100 may be less likely tosuffer a single failure that will disable the entire system 100. If fuelcell stack 104 fails, battery circuits 106 a and 106 b may continue toprovide power to traction motor 102, and can disconnect themselves fromfuel cell stack 104 entirely (as in Failure Mode, described above). Ifone battery circuit fails, it can be isolated from the remainder ofsystem 100, including traction motor 102, fuel cell stack 104, and theremaining battery circuit (which can continue to provide power totraction motor 102). Additional levels of redundancy can be added by athird battery circuit, in order to allow continual operation of fuelcell stack 104 with two battery circuits in the event that one batterycircuit fails or is otherwise disabled. The present disclosure furthercontemplates fourth battery circuits, fifth battery circuits, and so on.In the case of three battery circuits the system would still have 66%operating capacity, and in the case of four battery circuits, the systemwould still have 75% operating capacity on failure of one batterycircuit.

In aircraft applications, for example, redundancy in system 100 isparticularly important. If traction motor 102 loses power during theflight of an aircraft, it can cause the aircraft to rapidly descendand/or crash. In land-based vehicle applications, failure of system 100to provide power to traction motor 102 may cause, for example,deceleration of the vehicle. The redundancy provided herein providesadditional time for the vehicle to safely land or park.

Various embodiments of the present disclosure may be more cost effectivethan conventional or typical systems in that they can utilize a singlelow voltage, efficient, fuel cell stack 104. Although system 100comprises more than one battery circuit, the use of multiple batterycircuits provides redundancy in the system and increases the overallefficiency (as opposed to using DC-DC converters).

With initial reference to FIG. 6, a method 600 of operating system 100within a vehicle, such as an aircraft, in accordance with the presentinvention is illustrated. In various embodiments, method 600 comprises astep 620 of providing power from the first battery circuit to thetraction motor. As the aircraft is flying, electrical power is providedto traction motor 102 via first battery circuit 106 a. First batterycircuit 106 a is in the series configuration, such that batteries 108 aare electrically coupled together in the series configuration by firstbattery switches 110 a.

Method 600 can further comprise, for example, step 630 of charging thesecond battery circuit. As first battery circuit 106 a is dischargingand providing power to traction motor 102, second battery circuit 106 bis electrically coupled to fuel cell stack 104, and charging. Duringcharging, batteries 108 b of second battery circuit 106 b areelectrically coupled in the parallel configuration. Steps 620 and 630 ofmethod 600 can, for example, occur simultaneously, such that secondbattery circuit 108 b is charging as first battery circuit 106 aprovides power to traction motor 102.

In various embodiments, method 600 further comprises a step 630 ofreconfiguring the first battery circuit to charge. After sufficientdischarge from first battery circuit 106 a, system 100 can bereconfigured to allow first battery circuit 106 a to recharge. Totransition from discharge to charging, first battery switches 110 aswitch first batteries 108 a of first battery circuit 106 a from seriesconfiguration to parallel configuration. As first batteries 108 a arereconfigured to the parallel configuration, at least one fuel cell stackswitch 110 c switches such that first battery circuit 106 a iselectrically coupled to fuel cell stack 104. In various embodiments,fuel cell stack switch 110 c can comprise a single switch (such as asingle pole, double throw switch), or more than one fuel cell stackswitch 110 c (such as, for example, single pole, single throw switches)can be utilized.

Step 630 can also comprise switching, via one or more traction motorswitches 110 d, first battery circuit 106 a from being electricallycoupled to traction motor to being electrically decoupled ordisconnected from traction motor 102.

Method 600 can further comprise, for example, a step 640 ofreconfiguring the second battery circuit to discharge. Second batteryswitches 110 b switch second batteries 108 b of second battery circuit106 b from parallel configuration to series configuration. As secondbatteries are reconfigured to the series configuration, second batterycircuit 106 b is electrically decoupled or disconnected from fuel cellstack 104. Further, second battery circuit 106 b is switched, via one ormore traction motor switches 110 d, from being electrically decoupled ordisconnected to traction motor to being electrically coupled to tractionmotor 102.

In various embodiments, after steps 640 and 650, method 600 comprises astep 660 of providing power from second battery circuit 106 b totraction motor 102, and a step 670 of charging first battery circuit 106a. Similar to steps 620 and 630, steps 660 and 670 can occursimultaneously. After sufficient electrical energy is discharged fromsecond batteries 108 b of second battery circuit 106 b, method 600 canbe repeated, starting with steps 610 and 620. These steps may be used inconnection with additional battery circuits, where one or more batterycircuits are charged while one or more battery circuits are discharged.For example, a first circuit may be charged while a second circuit isdischarged, and a third charged circuit is on float; and then the systemcan be switched to put the first circuit on float, the second circuit oncharge, and the third circuit on discharge; and so on with theapplicable switching of the parallel and series configurations of thebatteries.

Further, both battery circuits can be configured to providesimultaneously power to traction motor 102. For example, first batteryswitches 110 a can configure batteries 108 a of first battery circuit106 a in series configuration and second battery switches 110 b canconfigure batteries 108 b of second battery circuit 106 b in seriesconfiguration. At least one fuel cell stack switch 110 c can decoupleboth first battery circuit 106 a and second battery circuit 106 b fromfuel cell stack 104, and traction motor switch(es) 110 d canelectrically couple both first battery circuit 106 a and second batterycircuit 106 b to traction motor 102.

Although described herein in many instances as changing the voltage froma low voltage charging configuration to a high voltage dischargingconfiguration, in various embodiments, the charging and discharging areeffected at the same voltage level, but the battery circuits systemstill operates as described herein, but without reconfiguring theparallel/series configuration of the energy cells within each batterycircuit. The benefit of this design, as in the other designs, remainsthe redundancy and the separation of the source from the load. Onegenerator, for example, is separated from the load by two battery packsswitching back and forth between charging from the generator anddischarging to the load. If the generator fails, the packs are allconnected to the load.

Benefits of this system include the ability to use electric motors inaviation. In an example embodiment, the herein described system assistswith peak shaving and boost modes. In particular, in an exampleembodiment, noise reduction can be achieved by using fuel cells to powerthe aircraft, as opposed to using gas powered generators or gas poweredengines. In particular, even if gas powered generators are used, in anexample embodiment, during a take-off phase, the take-off can occur onbattery power without recharging the battery circuits. Then when asufficient altitude is achieved, the gas powered generator can beengaged to charge at least one of the more than one battery circuits.This will make take-off much quieter and reduces localized pollution.

Benefits and other advantages have been described herein with regard tospecific embodiments. Furthermore, the connecting lines shown in thevarious figures contained herein are intended to represent exemplaryfunctional relationships and/or physical couplings between the variouselements. It should be noted that many alternative or additionalfunctional relationships or physical connections may be present in apractical system. However, the benefits, advantages, solutions toproblems, and any elements that may cause any benefit, advantage, orsolution to occur or become more pronounced are not to be construed ascritical, required, or essential features or elements of the disclosure.The scope of the disclosure is accordingly to be limited by nothingother than the appended claims, in which reference to an element in thesingular is not intended to mean “one and only one” unless explicitly sostated, but rather “one or more.” Moreover, where a phrase similar to“at least one of A, B, or C” is used in the claims, it is intended thatthe phrase be interpreted to mean that A alone may be present in anembodiment, B alone may be present in an embodiment, C alone may bepresent in an embodiment, or that any combination of the elements A, Band C may be present in a single embodiment; for example, A and B, A andC, B and C, or A and B and C.

Systems, methods and apparatus are provided herein. In the detaileddescription herein, references to “one embodiment,” “an embodiment,” “anexample embodiment,” etc., indicate that the embodiment described mayinclude a particular feature, structure, or characteristic, but everyembodiment may not necessarily include the particular feature,structure, or characteristic. Moreover, such phrases are not necessarilyreferring to the same embodiment. Further, when a particular feature,structure, or characteristic is described in connection with anembodiment, it is submitted that it is within the knowledge of oneskilled in the art to affect such feature, structure, or characteristicin connection with other embodiments whether or not explicitlydescribed. After reading the description, it will be apparent to oneskilled in the relevant art(s) how to implement the disclosure inalternative embodiments.

Furthermore, no element, component, or method step in the presentdisclosure is intended to be dedicated to the public regardless ofwhether the element, component, or method step is explicitly recited inthe claims. No claim element herein is to be construed under theprovisions of 35 U.S.C. 112(f), unless the element is expressly recitedusing the phrase “means for.” As used herein, the terms “comprises,”“comprising,” or any other variation thereof, are intended to cover anon-exclusive inclusion, such that a process, method, article, orapparatus that comprises a list of elements does not include only thoseelements but may include other elements not expressly listed or inherentto such process, method, article, or apparatus.

1. (canceled)
 2. A system, comprising: a first battery circuit; a secondbattery circuit; a fuel cell stack; a traction motor; and an operatingsystem configured to: command the system to power the traction motor viathe first battery circuit, reconfigure the system to electrically couplethe first battery circuit to the fuel cell; stack and to electricallycouple the second battery circuit to the traction motor, command thefuel cell stack to charge the first battery circuit, and command thesecond battery circuit to power the traction motor.
 3. The system ofclaim 2, wherein the operating system is further configured toreconfigure the system to electrically couple the first battery circuitand the second battery circuit to the traction motor.
 4. The system ofclaim 3, wherein the operating system is further configured to commandthe first battery circuit and the second battery circuit to power thetraction motor simultaneously.
 5. The system of claim 2, whereinbatteries of the first battery circuit are electrically in parallelduring charging of the first battery circuit.
 6. The system of claim 5,wherein batteries in the second battery circuit are electrically coupledin series during powering of the traction motor.
 7. The system of claim2, wherein the operating system is further configured to reconfigure thesystem to electrically couple the first battery circuit to the tractionmotor and to electrically couple the second battery circuit to the fuelcell stack.
 8. The system of claim 7, wherein the operating system isfurther configured to: command the fuel cell stack to charge the secondbattery circuit, and command the second battery circuit to power thetraction motor.
 9. The system of claim 2, wherein the operating systemis further configured to isolating the fuel cell stack from the firstbattery circuit and the second battery circuit in response tomalfunction or failure of the fuel cell stack.
 10. The system of claim2, wherein the operating system is further configured to electricallyisolate the first battery circuit from the fuel cell stack, the tractionmotor, and the second battery circuit in response to a failure or faultoccurring in the first battery circuit.
 11. The system of claim 2,wherein the operating system is further configured to: determine anincreased level of power is needed, and reconfigure the system toelectrically couple the first battery circuit and the second batterycircuit to the traction motor to meet the increased level of power. 12.An article of manufacture including a tangible, non-transitorycomputer-readable storage medium having instructions stored thereonthat, in response to execution by an operating system, cause theoperating system to perform operations comprising: commanding, via theoperating system, a first battery circuit to power a traction motor;reconfiguring, via the operating system, the first battery circuit to beelectrically coupled to a fuel cell stack and a second battery circuitto be electrically coupled to the traction motor; commanding, via theoperating system, the second battery circuit to power the tractionmotor; and commanding, via the operating system, the fuel cell stack tocharge the second battery circuit.
 13. The article of manufacture ofclaim 12, wherein the operations further comprise: reconfiguring, viathe operating system, the first battery circuit and the second batterycircuit to be electrically coupled to the traction motor; and commandingthe first battery circuit and the second battery circuit to power thetraction motor simultaneously.
 14. The article of manufacture of claim12, wherein: batteries of the first battery circuit are electrically inparallel during charging of the first battery circuit; and batteries inthe second battery circuit are electrically coupled in series duringpowering of the traction motor.
 15. The article of manufacture of claim12, wherein the operations further comprise reconfiguring, via theoperating system, the first battery circuit to be electrically coupledto the traction motor and the second battery circuit to be electricallycoupled to the fuel cell stack.
 16. The article of manufacture of claim15, wherein the operations further comprise: commanding, via theoperating system, the fuel cell stack to charge the second batterycircuit; and commanding, via the operating system, the second batterycircuit to power the traction motor.
 17. An article of manufactureincluding a tangible, non-transitory computer-readable storage mediumhaving instructions stored thereon that, in response to execution by anoperating system, cause the operating system to perform operationscomprising: configuring, via the operating system, a first batterycircuit having at least two first batteries in a series configurationand electrically coupling the first battery circuit to a traction motor;configuring, via the operating system, a second battery circuit havingat least two second batteries in a parallel configuration andelectrically coupling the second battery circuit to a fuel cell stack;commanding, via the operating system, the at least two first batteriesto power the traction motor; and commanding, via the operating system,the fuel cell stack to charge the at least two second batteries.
 18. Thearticle of manufacture of claim 17, wherein the operations furthercomprise commanding, via the operating system, the first battery circuitto transition from the series configuration to a second parallelconfiguration and electrically coupling the at least two first batteriesto the traction motor.
 19. The article of manufacture of claim 18,wherein the operations further comprise commanding, via the operatingsystem, the second battery circuit to transition from the parallelconfiguration to a second series configuration and electrically couplingthe at least two second batteries to the fuel cell stack.
 20. Thearticle of manufacture of claim 19, wherein the operations furthercomprise: commanding, via the operating system, the at least two secondbatteries to power the traction motor; and commanding, via the operatingsystem, the fuel cell stack to charge the at least two first batteries.21. The article of manufacture of claim 17, wherein the traction motorprovides mechanical energy to transport an aircraft.